Recharging-valve.



No. 801,054. PATENTED OCT. 3, 1905. L. F. WILLIAMS. RBGHARGING VALVE.

APPLICATION FILED MAY 31, 1904.

11am Zine 8 E; III/ 1A g Q U W/TNESSES: INVENTOR leaflaidfiwlzidm$ ZWw/i B,

' gZm 6. ATTORNEYS LEONARD F. WVILLIAMS, OF THURBER, TEXAS.

RECHARGlNG-VALVE.

Specification of Letters Patent.

Patented Oct. 3, 1905.

Application filed May 31, 1904. Serial No. 210,509.

The object of this invention is to permit re charging the auxiliaryreservoirs of an automatic air-brake system without necessarily.

involving the release of the brakes. I attain this end by certain noveldevices which will be fully set forth hereinafter and pointed out in theclaims.

Reference is had to the accompanying drawings, which illustrate as anexample a practical embodiment of my inventive idea, in which drawingssimilar characters of reference indicate like parts, and in which-Figure 1 is a side elevation of the brakecylinder, auxiliary reservoir,and triple valve, showing my invention applied. Fig. 2 is an enlargedsection of the recharging-valve. Fig. 3 is a sectional plan view of thebase thereof looking downward from the line 3 3 of Fig. 2.

10 indicates a branch from the train-line 11. I

Said branch 10 is in connection with the base 12 of therecharging-valve, and said base is formed with one or more ports 14,passing upward into the shell 15 of the valve. Said shell is bolted downonto the base, a gasket 16 being applied between the shell and base toeffect an air-tight connection. This gasket is perforated uniformly withthe ports 14. The shell 15 has two internal diameters, (indicated at 15and 15 respectively.) In the upper part of the internal diameter 15 isformed a vertical feed-groove 17, and working in this diameter 15 is apiston 18, which when in the position shown in Fig. 2 lies opposite thefeed-groove 17 and permits the free passage of the air past the piston.When, however, the piston 18 descends and strikes the gasket 16, thepiston will not lie opposite the feed groove, and hence air from thebranch pipe 10 of the train-line will not be able to pass the piston 18.

Screwing in the upper part of the shell 15 and projecting into thesmaller diameter 15 thereof is a cap 19, forming a guide for the stem 20of the piston 18. The piston 18 is formed withafeed-groove 18, locatedon its upper portion and adapted to afiord a passage between the pistonand the shell 15 when the piston is raised, as shown in Fig. 2.

21 indicates a pipe connection passing from the shell 15 above thepiston 18 into the auxiliary reservoir.

Upon a reduction of the train-line pressure to apply the brakes themovement of the triple piston and slide incident to this reduction willoccur simultaneously with the movement of the piston 18 downward againstthe gasket 16, this movement being due to the preponderance of theauxiliary-reservoir pressure after the train-line reduction. When thepiston 18 reaches its downward position,fluid movement past the pistonis prevented. The triple slide may then be allowed to seat or lap aslong as desired, and when the auxiliary is to be recharged it is onlynecessary to efiect an increase in the train-line pressure. This raisesthe piston 18, and air flows through the recharging-valve into theauxiliary without passing through the triple valve. tAn additionalvolume of air passes through the triple valve; but it will be observedthat the pressure on each side of the triple piston is equalized, andhence no movement of the triple piston to move the slide from lappedposition takes place. It is in this manner-that the auxiliaries arerecharged Without releasing the brakes. To release the brakes, atrain-line increase should be made to a pressure greater than thecapacity of the ports or feed-grooves 17 and 18. This will lift thepiston 18; but a preponderance of pressure Will then passinto the triplevalve and, acting on the piston thereof, will move the slide to itsreleased position. A release of the brakes is therefore dependent upon atrain-line increase to a pressure sufficiently great to cause apreponderance of pressure to pass into the auxiliary by way of thetriple valve, thus overcoming the auxiliaryreservoir pressure.

As the piston travel of brake-cylinders is sometimes of dilferentlengths, to prevent an excessive pressure being thrown into some of thecylinders each cylinder in the system should be provided with anautomatic governor or pop valve set at the desired pressure, and toprevent the train-line and auxiliaryreservoir pressures from reachingtoo high a point when the train-line pressure is increased to releasethe valve the engineers valve should be supplied with a special governorto equalize at thedesired pressure.

The advantages of this invention will be apparent to persons skilled inthe art, and especial enumeration is not herein necessary.

Various changes in the form, proportions,

and minor details of the invention may be resorted to at will withoutdeparting from the spiritand scope thereof. Hencel considermyselfentitled to all such variations as may lie within the terms of myclaims.

Having thus described my invention, 1 claim as new and desire to secureby Letters Patent- 1. .In an air-brake system, the combination with anauxiliary reservoir, a triple valve, and a train-line leading to thetriple valve, of a valve-easing comprising a base having inletopeningstherein, a shell in two diameters, the larger diameter having afeed-groove, and a cap having a tubular extensioirprojecting into thesmaller diameter of the casing, a piston in the larger diameter of thecasing and having its stem projecting into the tubular projection of thecap, the piston being provided in its upper face with a feed-groove, abranch leading from the train-line between the triple valve and thesource of supply to the bottom of the valve-casing, and a connectionbetween the smaller diameter of the shell and the auxiliary reservoir,substantially as herein shown and described.

2. In an air-brake system, the combination with an auxiliary reservoir,a triple valve, and a train-line leading to the triple valve, of avalve-casing having two internal diameters and provided with an inlet inits bottom, the larger diameter of the casing having a feed groove inits wall, a piston in the larger diameter of the casing and providedwith a stem having guided movement in the smaller diameter of thevalve-casing, said piston being provided in its upper face with a:t'eed-groove, a connection between the bottom of the easing and thetrain-line between the triple valve and the source of supply, and aconnection between the smaller diameter of the valve-casing and theauxiliary reservoir, substantially as described.

3. In an air-brake system, the combination with an auxiliary reservoir,a triple valve, and a train-line leading to the triple valve, of avalve-casing provided in its bottom with a valve-seat having an inlettherein, a connection between the bottom of the valve-easing and thetrain-line, the connection being between the triple valve and the sourceof supply, a connection between the other end of the casing and theauxiliary reservoir, and a piston-valve in the valve-casing, saidpistonvalve and valve-casing being constructed when the piston-valve israised from its seat by the pressure in the train-line to permit the airto pass to the auxiliary reservoir, substantially as described.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

LEONARD F. WILLIAMS.

Witnesses:

W. G. RHODES, A. T. ALLRIGHT.

